Rail joint



Patented Sept. 3, 1935 @NETED STATES PATENT= Q ZFFEQE RAIL .roni'r g "Giistaf B. Anderson, Mama-enigma; than of one-half to Oscar T. Nelson, Minneapolis,

Mmn.

Application June 27, 1934, Serial No. 732,600

1 Claim.

This invention relates tojoint constructions for railway rails, and the primary object is to provide a novel, efficient, and practical joint design wherein and. whereby the adjacent rail ends will be maintained in rigid alignment and with the requisite strength, stiffness, and durability, and yet sufliciently simple and economical of manufacture to be commercially practicable. A further object is to include in such a rail joint 10 provision for longitudinal slippage, due to contraction and expansion of the rails, and to. so form the joint design that when contraction of the rails enlarges the space intermediate their ends it will not leave gaps for the car wheels to bridge, but will provide a substantially continuous bearing surface and thereby eliminate the objectionable pounding, wear, and slippage which occurs with the joint constructions now commonly used. Still further and more detailed.

objects will be disclosed in the course of the following specification, reference being had to the accompanying drawing, wherein:

Fig. 1 is a top or plan View of my improved rail joint showing one of' the connected rails l secured therein, and the other longitudinally spaced therefrom for purpose of illustration.

Fig. 2 is a side elevation of the structure as shown in plan in Fig. 1.

Fig. 3 is a detail sectional elevation on the i g. 4 is a perspective elevation of the rail joint block unit as seen separated from the rails which it is to connect.

Fig. 5 is a perspective view showing how the 35 rail ends are formed in order to properly fit the joint block unit.

Fig; 6 is an enlarged, detail section on the line 6- 5 in Fig. 2.

Referring to the drawing more particularly and 40 by reference characters, A designates the head or top flange of a conventional type of rail having a vertical web section B,and a base formed by laterally projecting flanges C, supported on the usual cross ties D.

45 In conventional structures the end surfaces of the rail portions A, B, and C are ordinarily flush with each other. In this instance, however, and to accommodate my improved joint block, the rail head A extends beyond the end limits of the web B, and this extended portion is provided with a V-shaped notch l, defined by lateral, wedge shaped arms 8.

The joint block comprises several parts all integrally cast or otherwise joined in a single 55 unit. This'unit includes a solid central portion 9 continuing, at both ends, in lateral extensions or side walls H) which are spaced apart, as at H, to snugly receive the end portions of the rail webs B. The walls Iii and rail webs B are rigidly connected by tie bolts 12, passing through holes l3 therein, and these holes 83 are suficiently large to permit the necessary rail slippage longitudinally, in slots I I, when the rails expand and contract.

When the rails are in place the wheel supporting flanges or heads A thereof rest upon the upper surfaces I4 of the walls IO, and the arms 8 extend over and bear upon corresponding exposed surfaces of the central block portion 9. Projecting above the surfaces I4 is a central, diamondshaped lug it, the opposite ends of which, fit snugly into the notches l; andthe upper surface of this lug is flush with the upper surface of the rail head A.

"The lower portion of the jointblockis formed I with laterally projecting flanges l6 which constitute a solid cross base under the central portion 9, but are recessed, as at ll, to receive the base flanges C of the rail. At their outer edges these flanges l6 are notched out, as at l8, to receive spikes l9, and the flanges N5 of course serve to distribute the vibration and rail pressure to the various spikes of each joint.

From the foregoing it will be seen that the rail ends are firmly anchored in place and in alignment with each other. It will also be seen that as the rail head ends have no abrupt transverse shoulders for the car wheels to contact with there will be none of the noise, wear, vibration, or wheel slippage occasioned by such contacts. It will also be seen that notwithstanding the reduction in cross section area of the rail heads, through the arms 8 there is no corresponding objectionable weakening of the rail head structure because of the vertical and transverse bearing support given the arms 8 by the horizontal surfaces It and by the vertical surfaces presented by the lug [5. It will further be seen that inasmuch as the lug I5 is integral with the joint block and flush with the rail head it will supplement the arms 8 not only to strengthen the joint, as such, but to greatly relieve the rail head strain adjacent the joint, and by gradually receiving and returning the car wheel stress, intermediate the rail ends, will eliminate the shock and. strain which would otherwise occur. It may be stated that strips of leather or other sound and vibration insulating material may be placed between the adjacent vertical surfaces of the lug l5 and arms 8, but ordinarily appear unnecessary;

It is understood that suitable modifications may be made in the structure as disclosed, provided such modifications come within the spirit and scopezof the appended claim. Having now therefore fully illustrated and described my inthis would vention, what I claim to be new and desire to protect by Letters Patent is: I 1 y In a rail joint the combination with a pairof aligned rails in each of which the web and base flange ends are cut on a transverse vertical plane and in which the rail head end is'notchedand" 7 projects beyond said plane, of a joint block havfor securing the rail webs in said recesses.

v GUSTAF B. ANDERSON.

the projecting notched ends thereof; and means". i 

